Automobile running-gear.



J. W. OOOEEE. AUTOMOBILE RUNNING GEAR.

APPLIOATIO FILED JULY 2,1907.

EATENTED SEPT. 1, 1909.

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No. 897,591. PATENTED SEPT. l, 1908.

I J. W. COOPER. AUTOMOBILE RUNNING GEAR. APPLICATION FILED JULY 2, 1907.

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No. 897,591. PATENTED SEPT. l, 1908. J. W. COOPER. AUTOMOBILE RUNNINGGEAR.

APPLIGATION FILED JULY 2,1907.

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No. 897,591. PATBNTED SEPT. l, 1908.

J. W. COOPER. AUTOMOBILE RUNNING GEAR.

APPLICATION FILED IULM 1901.

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UNITED STATES PATENT OFFICE.

JOHN W. COOPER, OF BOSTON, MASSACHUSETTS.

AUTOMOBILE RUNNING-GEAR.

To all whom it may concern:

Beit known that l, JOHN W. COOPER, citizen of the United States,residing at Boston, in the county of Suffolk and State of Massachusetts,have invented certain new and useful Improvements in AutomobileRunning-Gears, of which the following is a specification.

ln the construction of mechanically propelled road vehicles, such asautomobiles, it is desirable to secure ease and comfort by neutralizingshock and vibration, this being effected usually by yielding treads ofthe wheels and by interposed springs between the vehicle body or itssupporting frame and the running gear.

By reason of the peculiar construction of the type of machinesaforesaid, it has not been possible to obtain sufficient spring playbetween the running gear and vehicle body to take up jolt and ar, thisbeing due to the small amount of play between the vehicle body andrunning gear.

This invention provides a construction in which the springs have ahorizontal arrangement and movement, the body or body supporting framebeing suspended and connected with said springs and otherwise mounted tosecure ease and comfort.

A further purpose of the invention is to construct the springs so theywill yield to a light or a heavy load, this being accomplished by havingeach spring of differential formation and consisting of a comparativelylight spring and a stout or heavy spring, the light spring sustainingthe shock of a small load and both springs acting jointly to ease thejar and vibration when the vehicle is heavily loaded.

For a full understanding of the invention and the merits thereof andalso to acquire a knowledge of the details of construction and the meansfor effecting the result, reference is to be had to the followingdescription and accompanying drawings.

Vhile the invention may be adapted to different forms and conditions bychanges in the structure and minor details without departing from thespirit or essential features thereof, still the preferred embodiment isshown in the accompanying drawings, in which:

Figure l is a top plan view of the running gear of a mechanicallypropelled vehicle or automobile embodying the invention. Fig. 2 is aside view of the running gear, the

specification of Letters Patent.

Application filed July 2, 1907.

Patented sept. 1, 190s.

serial No. 381,819.

wheels on the inner side being omitted and their axles in section. Fig.3 is a longitudinal section of a differential spring and its mountings,showing a portion of the body supporting frame and interposedconnections. Fig. 4 is a horizontal section on the line y-y of Fig. 3,showing a portion of the coupling and rear hounds. Fig. 5 is a detailperspective view of one of the supporting brackets between the upper andlower frames of the running gear. Fig 6 is an end view of the fore-gear,parts being broken away to show more clearly the king bolt connectionbetween the upper and lower frames. Fig. 7 is a view similar to Fig. 6,having the supporting brackets and connections omitted and illustratingthe relation of the parts when one of the wheels is passing over anobstruction. Fig. 8 is a detail view, showing the' king bolt and swivelconnection between the upper and lower frames, alsol the bracket andlever connection. Fig. 9 is a sectional view on the line q/-gj of Fig.8. Fig. l() is a side view of the front portion of a modified form ofrunning gear, the interposed levers being replaced by means of a cableand the fore-gear mounted to turn about the king bolt when it isrequired to steer the machine. Fig. ll is a top plan view of themodified form of running gear shownV in Fig. l0. Fig. l2 is adetailperspective view of an end portion of the curved rack bar, forming anelement of the steering mechanism and having connection with thefore-gear.

Corresponding and like parts are referred to in the follo wingdescription and indicated in all the views of the drawings by the samereference characters.

The fore-gear 1 and the hind-gear 2 may be of any construction dependingupon the dedesign, style and make of machine.

ln the construction shown in Fig. l and the detail views thereof, theinvention is adapted to the type of machine in which the front wheelsare mounted upon spindles having pivotal connection with the ends of theaxle.

ln the construction shown in Figs. l0 and 11, the fore-gear is mountedto turn about a vertical axis, the front wheels being carried byspindles rigid with the axle. The upper or body' supporting frame 3 maybe of any form or construction, and, as shown consists of a combinedmetal and wooden frame, the metal frame being constructed of angle barsand the wooden frame being fitted and secured thereto. Steps or runningboards 4 are provided at opposite sides of the running gear to admit ofingress and egress from the vehicle. The fore and hind gears aresomewhat similar in construction and are coupled by means of fronthounds 5, rear hounds 6 and a rod or shaft 7. The hounds 5 and 6 havetheir converged ends terminating' in sleeves 8 through which the rod orshaft passes, and braces 9 connect the hounds near their diverged endsand are widened and apertured midway of their ends to receive theterminal portions of said rod or shaft, as indicated most clearly inFig. 4. A set screw 1() threaded into each end of the rod or shaft 7passes through a washer 11 placed against the outer side of the brace 9and larger than the opening of the brace through which the end of therod or shaft 7 passes. The hounds are adapted to turn upon the rod orshaft 7, thereby obviating torsional strain when the fore and hind gearsare out of level, as when passing over unequal portions on the surfaceof a road. A swivel connection is provided between the upper or bodysupporting frame 3 and the fore-gear, the same consisting of a king bolt12, block 13 and pivot screws 1.4, the latter being threaded into opcnings of a frame 15 which extends from one side of the running gear to theother and is provided with front extensions 16 and lateral extensions17. The pivot screws 14 are located upon a longitudinal line, therebyadmitting of the foregear rising or falling at either side according asone wheel may pass over an obstruction or drop into a rut. As indicatedin Fig. 7 the left-hand wheel of the fore-gear is elevated, as whenpassing over astone or other obstruction, the fore-gear turning u on thepivot screws 14 and upon the coupEng rod or shaft 7, thereby permittingthe upper or body supporting frame 3 to remain perfectly level. The kingbolt 12 passes through the block 13 and the cross piece of the upperframe 3.

Bracket extensions 18 extend rearward from the frame 3 and their outerends correspond with the outer ends of the front extensions 16, bothsets of extensions being similarly connected to the frames of the foreand hind gears. The frames of the respective fore and hind gears are ofsimilar or like construction and consist of tubes 19 shackled orotherwise connected to the axles so as to be rigid therewith. The tubes19 are open throughout their length and are provided intermediate oftheir ends with upper and lower saddles 20 and 21 which receive theshackles, trips or other fastening means firmly connecting the tubeswith the axles. The hounds terminate at their diverged ends with heads22, which are inserted in the inner ends of the respective tubes 19 andare secured in place by suitable fastenings, said hounds in conjunctionwith the axles serving to connect opposite tubes of the respectivegears. Springs 23 are interposed between the tubes of the fore-gear andthe lateral extensions 17 -of the frame 15, said springs being let intoseats or depressions formed in the respective parts, thereby preventingdisplacement of the springs. Corresponding springs 24 are interposedbetween the tubes of the hind gear and the rear portion of the bodysupporting frame 3 and their end portions are tted into depressions orseats provided u pon the respective parts. Supporting brackets 25 arefitted into outer ends of the several tubes 19 and are secured in placetherein.

The construction of the supporting brackets 25 is shown most clearly inFig. 5. Each supporting bracket consists of a shank 26 adapted to fitsnugly within the outer end of a tube 19, and an elbow 27 and a standard28, the latter having a vertical slot 29 to receive the bolt orfastening 30 which connects the upper end of a lever 31 with one or theother of the extensions 18 or 16. The elbow 27 and outer portion of theshank 26 is slotted to receive the lower portion of the lever 31, andthe inner end of the shank 26 is apertured to permit of the passagetherethrough of the draft rod 32 which connects the lower end of thelever 31 with the load sustaining spring. The levers 31 are of elbowform and have pivotal connection with the upper arms of the elbows ofthe supporting brackets 25, the upper ends of said levers having a slot33V through which the fastenings 30 pass and in which they play. Aroller 34 is mounted upon the fastening 30 and operates in'the slot 29of the standard 28 so as to reduce the friction to the smallest amountpossible. A curved wheel 35 likewise mounted upon the fastening`30operates in the slot 33 of the lever 31 for a like purpose. Thestandards 28, in conjunction with the extensions 16 and 18, direct thebody supporting frame 3 in its vertical movements and prevent verticalor lateral play thereof independent of the respective fore and hindgears.

The load sustaining springs, four in number, are arranged at the fourcorners of the running gear and are mounted in the respective tubes 19so as to be housed and protected thereby. Each load sustaining springcomprises a heavy or stout spring 36 and a comparatively light spring37, the two springs forming a load sustaining spring of differential orcomposite structure. The draft rod 32 passes through the springs 36 and37 which are of the coil type. A cap 38 receives the inner or rear endof the spring, whereas the outer or front end of the spring bearsagainst the shank 26 of the supporting bracket 25. A reducing cap 39 isinterposed between the heavy spring 36 and the light spring 37 andcenters the inner or opposing Cir ends ol said springs. Nhen the vehiclemounted upon running gear/equipped with the invention is loaded lightly,as by a single occupant, the weight issupported by the light springs 37,thereby affording ease and comfort which would not result if heavy orstout springs solely were used. As' the load increases the light springsare proportionately compressed to a degree to overcome the tension ofthe heavy springs 36, the latter sustaining and carrying an excessiveload, thereby relieving shock and ar and neutralizing vibration.

In the construction shown in Figs. 10 and 11, the fore-gear 1 is mountedto turn about` the king bolt 12 as a vertical axis, the front houndsbeing replaced by means of a curved rack bar 40 provided at its endswith heads 41 corresponding to the heads 22 of the iront hounds andinsertible in and secured to the tubes inclosing the load sustainingsprings. The rear hounds and coupling rod or shaft 7 are replaced bymeans of a reach, the same consisting of hounds 42 and a bar 43, thelatter being pivotally connected to the foregear by means of the kingbolt 12. The hounds 42 are provided at their rear ends with heads whichare secured in the tubes of the hind-gear. A gear wheel 44 fast to ashaft 45 is in mesh with the teeth oi' the rack bar 40 and admits oi"Asteering the machine by means o'l suitable connections between the shaft45 and any type of steering handle or device, not shown. The curved rackbar 40 bears against the underside of the bar 43 and its lower side isengaged by means of a confined stirrup or iron 46 secured to the hounds42 of the reach or coupling. The lower end oi the shaft 45 is mounted inor journaled to the stirrup or iron 46. The fore-gear is adapted to turnabout the king bolt 12 and to oscillate on the pivot screws 14 in themanner hereinbefore stated, thereby permitting the body supporting frameto remain level even though the front and hind gears occupy differentangular positions.

lt is 'further contemplated to substitute different connecting meansbetween the upper and lower frames for the levers 31, and as shown inFigs. 1() and 11, cables, ropes or like flexible connections 46 areprovided, the same having their upper ends attached to the extensionsofthe upper frame and having their lower ends attached to the outer orfront ends of the draft rods 32. The supporting brackets 47 aredifferently formed, comprising standards and shank portions, the latterbeing secured within the outer ends of the tubes and provided withdirection pulleys 48 and 49 for the cables or flexible connections 46 topass around, The springs arranged Within the tubes 19 are substantiallythe same as hereinbefore described. Instead of single tubes at each sideof a gear or truck, said tubes may be duplicated, as indicated in Fig.11, and each provided with a load sustaining spring which is connectedwith the upper frame in the manner stated. The arrangement illustratedin Figs. 1() and 11 admits of the vehicle making a short turn, since thefore-gear or truck may be turned through the are of about ninetydegrees.

A spring 50 is interposed between the sleeves of the front and rearhounds and is mounted upon the coupling rod. This spring is voi: thecoil type and is designed to relieve jar particularly when there is atendency of the fore and hind gears to approach.

Having thus described the invention, what is claimed as new is:

1. In vehicle running gear, the combination of upper and lower frames,an. intermediate frame between said upper and lower frames and havingpivotal connection with the former, a vertical spring arranged betweenthe inner portion of said intermediate frame and the lower frame, ahorizontal spring mounted upon the lower frame and connecting meansbetween said horizontal. spring and the outer portion olE theintermediate frame for supporting the latter by a suspending action.

2. ln. vehicle running gear, the combination of upper and lower Yframes,an intermediate frame arranged between the said upper and lower framesand having outer and inner extensions, and having connection with thesaid upper frame to turn about a vertical and a longitudinal axis, avertical spring arranged between the inner extension of the intermediatelrame and the lower frame, a horizontal spring mounted upon the lowerframe, and a connection between said horizontal spring and the outerextension of the intermediate frame for sustaining the latter by asuspending action.

3. In a vehicle running gear, the combination of upper and lower frames,horizontal tubes secured to the lower frame and having outer extensions,vertical springs interposed between the inner ends of said horizontaltubes and the upper frame, springs arranged within the said tubes, andconnecting means between the springs within the tubes and the upperframe and having connection with the outer extensions of said tubes.

4. ln a vehicle ruiming gear, the combination of upper and lower frames,horizontal tubes secured to the lower i'rame and having outerextensions, vertical springs interposed between the inner ends of saidhorizontal tubes and the upper frame, springs arranged within the saidtubes, and levers pivoted between their ends to the outer extensions ofthe tubes and having connection at their lower ends with the springswithin said tubes and at their upper ends with the upper frame.

5. In a vehicle running gear, the combination of upper and lower frames,horizontal tubes secured to the lower frame and having outer extensions,vertical springs interposed between the inner ends of said horizontaltubes and the upper frame, springs arranged within the said tubes,levers pivoted to the outer extensions of the tubes and having theirupper ends slotted and their lower ends connected with the springswithin the said tubes, and connecting means between the upper frame andthe slotted ends of the levers and having limited play in the slotsthereof.

6. In vehicle running gear, the combination of upper and lower frames,load sustaining springs arranged horizontally upon one of the frames,each of said springs consisting of a heavy coil spring and a light coilspring having an axial arrangement, draft rods passed axially throughthe heavy and light coil springs, a cap mounted upon the end of eachdraft rod to receive the outer end of the light spring, a reduced capmounted upon said draft rod and arranged between the heavy and lightsprings to receive the inner or opposing ends thereof, and connectingmeans between the draft rods and the other frame.

7. In combination, a lower frame, brackets projected vertically from thelower frame and having their upper portions vertically slotted', anupper movable frame, connecting means between the upper frame and theslotted, ends of said brackets and operating in the slots thereof,horizontal springs mounted upon the lower frame, and connecting meansbetween saidhorizontal springs and the upper frame to sustain the latterand-the load thereof.

8. In combination, a lower frame, brackets projected upward therefromand having their upper portions vertically slotted, an upper movableframe, connecting means between the upper frame and said brackets andoperating in the vertical slots thereof, horizontal springs mounted uponthe lower frame, levers pivoted between their ends and having connectionat their lower ends with said horizontal springs and having their upperends slotted, and connecting means between the upper ends of said leversand the upper frame.

9. In combination, a lower frame, brackets projected upward therefromand having their upper ends vertically slotted, an upper frame,horizontal springs mounted upon the lower frame, levers pivoted betweentheir ends to said brackets and having their lower ends connected withthe said horizontal springs and their upper ends slotted, and connectingmeans between the upper frame and the upper ends of said brackets andlevers and arranged to operate in the slots thereof.

10. In combination, an axle,'a horizontal tube shackled between its endsto said axle,

an upper frame, a vertical spring interposed between the inner end ofsaid tube and the upper frame, a horizontal spring arranged within thesaid tube, and connecting means between the outer end of the tube andspring larranged therein and the upper frame.

11.A In combination, an axle, a horizontal tube shackled between itsends to said axle and having an extension at its outer end, an upperframe, a vertical spring interposed between the inner end of said tubeand the upper frame, a horizontal spring arranged within the tube, and alever pivoted between. its ends to the extension at the outer end of thesaid tube and having its lower end connected with the said spring andhaving its upper end connected with the upper frame.

l2 In vehicle running gear, the combination of a horizontal tube havingan upwardly projected extension at its outer end and having the upperportion of said extension slotted, an upper frame, connecting meansbetween the upper frame and the slotted portion of said extension, aspring arranged within the tube, a lever pivoted between its ends to theouter extension of the tube and having its lower end connected with thespring within the tube, and connecting means between the upper end ofsaid lever and the upper frame. 13. In vehicle running gear, thecombination of a lower frame, an axle, an upper frame, a frameintermediate of the upper and lower frames, connecting means between theintermediate and upper frames to admit of the intermediate frame turningabout a vertical and a longitudinal axis, vertical springs located uponone side of the axle and interposed between opposite sides of theintermediate and lower frames, and yieldable connecting means betweenthe opposite sides of said intermediate and lower frames.

In testimony whereof I aliix my signature in presence of two witnesses.

JOHN W. COOPER.

Witnesses:

CHARLES H. CoorER, JAMES I. MAGENIs.

